Controlling system for explosive-engines.



APPLICATION FlLED OCT. 9. 1913.

Patented Jan. 8,1918.

3 SHEE-T5SHEET 1.

adv/Z ,ww W M R. B. HEWXTT. CONTROLLINGSYSTEM FOR EXPLOSIVE ENGINES.

APPLICATION FILED OCT. 9, 191 3.

Patnted Jan. 8, 1918.

3 SHEETS-SHEET 2.

Sum/M 501 CONTROLLIN Patented Jan, 8,1918.

3 SHEETS-SHEET 3 1 4 W, N m WWW UNITED STATES PATENT OFFICE.

RICHARD B. HEWITT, 013 DETROIT, MICHIGAN, ASSIGNOR TO THERMO-ELECTRO STARTER COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN.

CONTROLLING SYSTEM FOR EXPLOSIVE-ENGINES.

Specification of Letters Patent.

Patented Jan. 8, 1918.

Application filed October 9, 1913. Serial No. 794,220.

To all whom it may concern:

Be it known that I, RICHARD B. HEWITT, a citizen of the United States of America, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Controlling Systems for Explosive-Engines, of which the following is a specification, reference being had therein to the accompanying drawings.

In the operation of internal combustion engines of the usual type, the engine speed and control are obtained to a large extent by manipulation of the sparking ignition means through spark advancing mechanism and the like and by variations in the relation of air and fuel supply of the carbureter. This is not satisfactory as it is not certain in action, and it is compensated for to a certain extent where the motor is used for propelling the vehicle or the like by the use of change speed transmission mechai'iism which involves loss of power and complexity of structure.

In the application of starting devices to internal combustion engines either means are used for mechanically turning the m0- tor until it has itself drawn in and exploded the tiring mixture or a firing charge is injected into the cylinder in compression position and exploded. The first mechanism is uncertain in operation as it depends upon the proper intake of a firing charge into a cold motor and the second is injurious to the motor as it imposes great shock and impact to the bearings before the inertia of the moving parts is overcome.

This invention relates to a governing system for motors whereby the inertia of the moving parts is overcome and whereby a proper firing charge is positively forced into the motor and its successful operation insured at once, provision also being made for continuing the positive admission of a proper fuel to the firing chamber and have such control of this fuel that the motor becomes flexible in action without the necessity of change speed mechanism. Certain working parts of the engine are also rendered unnecessary and the carburetor and its connections are done away with.

The invention consists in the matters hereinafter set forth and more particularly pointed out in the appended claims.

In the drawings,

Figure l is a view, partially in side elevation and partially in section, of a motor equipped with a system that embodies features of the invention, a portion of the electrical connections used being shown diagrammatically Fig. 2 is a view in vertical section of a fuel vaporizing and heating device;

Fig. 3 is a view in detail of a portion of the heater;

Fig. 4 is a plan view in detail of the heater;

Figs. 5 and 6 are views in side and end elevation of the heater;

Fig. 7 is a view in detail of a current interrupter of the heater;

Figs. 8 and 9 are views in detail of a modification of a feed nozzle for the heater;

Fig. 10 is a view in detail of a further modification of the injecting nozzle, and

Fig. 11 is a view of a float closure for the heater.

In general terms, the system includes an electric motor that is geared to the internal combustion engine to drive the latter at slow speed, a charging pump that is driven by the motor, a fuel heater, and vaporizer through which the pump draws its supply and forces it into the cylinders of the motor, a genemtor that may or may not be associated directly with the motor and that controls the ignition system of the explosive engine and is normally geared to the engine to turn at full speed therewith together with controlling devices whereby switches at points convenient to the operator may be used for starting the motor and otherwise controlling it.

In the drawings, there is shown a conventional form of internal combustion having its fuel supply through suitable pipes 2 and spark plugs 42 to the engine cylinders or explosive chambers, but my invention is not necessarily limited to this manner of supplying fuel, as the cylinders may receive their supply through ordinary intake valves. The pipes 2 are in communication with a conventional form of distributing valve 57 and the latter has a single feed pipe 4 provided with branches 5 and 5. The former communicates with the upper cylinder 62 of a double pump A, which has a lower cylinder G5 and said double pump is actuated from a generator shaft 6 by a suitable power transmission device, as an eccentric and strap connection 7. The generator shaft 6 is journaled in suitable bearings S and forms part of an electric generator 60. ()n the generator shaft 6 is a small gear wheel 61. meshing with a large gear wheel 25 on the shaft 58 of the engine 1, and another train of gearsJZG imparts movement to a timer shaft employed for operating the distributing valve 57. The timer shaft 27 actuates a timer or magneto 28 through the medium of beveled gears 58, said timer or magneto being operated in timed relation to the distributing valve 57 and these elements are of a standard type and do not form per 86 a partof this invention.

Alining with the generator shaft 6 and independent; thereof is a motor shaft 29 forming part of a motor ()0. Loose on the motor shaft 9 is a small gear wheel or pinion 49 meshing with a large gear wheel "(0, carried by the engine shaft Associated with a small gear wheel or pinion $9 is a clutch member 30 of a conventional form adapted to establish rotative continuity between, the motor shaft 29 and the small gear wheel or pinion 49, whereby the motor shaft 29 may impart movement to the engine shaft 53. The clutch member 30 is actuated through the medium of a pivoten spring held lever 71 andsaid clutch member can readily ride out of engagement with the gear wheel 49 when the speed of the engine 1 exceeds the speed of the motor 50. The motor shaft 29 has a slow gear train 51 of the ordinary and well known type and a pump operating mechanism 72 for an auxiliary air pump 56, which has connections 73 provided with three-way valves T-l and T5, the former being connected to the branch 5 of the pipe 4. The three-way valves 74: and 75 communicate with the atmosphere and are controlled and actuated in synchronism by a rod 776.

The three-way valve 75 is in communication with a fuel sugply pipe 68 establishing communication between the upper cylinder 62 of the double pump A and a combined fuel heater and vaporizer generally designated 55. vaporizer is shown in detail in Figs. 2 to T inclusive and comprises an outer casing 5) having an upper chamber into which a depending nozzle 10 injects liquidfuel, as gasolene, kerosene, crude oil or the like. The nozzle 10 is controlled by a valve closure that may be of the needle type and the upper chamber of the combined fuel heater and v vaporizer hasa connection 10 that permits of fuel being admitted to the upper chamber should it be desired to admit fuel in this manner. The casing 9 has diametrically op- This combined fuel heater andposed binding posts 20 supporting a horizontally disposed electrical heating element 18 and as herein shown, said element con.- sists of a resistance member 19 in the form of a grid plate sandwiched in suitable insulation material. Above the heating element 18 is an annular wall 1.8 forming partof the casing 9 and this annular wall has a plurality of ports 19 whereby fuel may pass from the casing 9 through the ports l9 and upwardly; into the top of said casing. The bottom of the casing l has air and inlet ports 1? controlled by a rotary air gate or shutter 16 and the ports 17 are in communication with a fuel supply pipe 62 Fuel. or air that passes upwardly through the ports l7 will impinge against the electrical heating element and be heated thereby prior to passing into the upper part of the casing 9, which as shown in Fig. 6 has an outlet connection 24 in communication with the pipe ('38 leading to the upper cylinder 62 of the double pump A.

For fear that it may be desirable in certain instances to admit fuel into the upper chamber of the casingQand air through the ports 17, provision has been made for simultaneously regulating the rotary shutter 16 and the needle valve 11. The rotary. shutter 16 has a rack 22- meshing with the sector gear 22 on the lower end of an interrupted shaft 15 journaled in suitable bearings l5 carried by the combined fuel heater and vaporizer. The upper end of the shaft 15 has a pinion 14E meshing with a sector gear 3 mounted upon the upper end of the needle valve 11, said valve being in screwtlneaded engagement with the top of the casing 9. The sector gear 13 has a suitable handle or rod connection 12 by which the needlevalve may be adjusted in synclironism with the rotary shutter. 16.

The shaft 15 extends through an interrupter casing 38 carried by the casing 9 and said shaft, within the casing 38, has an insulating disk l0 provided with a bridge piece 39. Contacting with the bridge piece 39 are resilient terminals 41 and. this type of interrupter is preferable, although anywell known interrupter may be utilized.

In Figs..8 and 9 there is illustrated'a modifiedform ofneedle nozzle 10. for a needle 11 and in Fig. 10 there is a further modified form of nozzle 10 and needle 11". Either of these forms may be substituted for that type of nozzle and needle shown in Fig. 2.

In Fig. 11 there is another slight modification of my invention, wherein the vaporizer nozzle 10 has a closure 66 controlled by a float 67 of a suitable type so that. any accidental'opening of the nozzle cannot produce flooding of the vaporizer chamber;

The fuel supply pipe 62 is in communication with the top of a fueltank or reservoir 63 having a suitablefilling opening normally closed by a plug or cap 63. The

bottom of the tank has an outlet connection 64 whereby it may be connected to the connection 10 of the combined fuel heater and vaporizer should occasion require.

Extending into the top of the fuel tank 63 is a supply pipe 64, said pipe having the inner end thereof extending into proximity to the bottom of the fuel tank whereby air ejected from the pipe will be impregnated with the fuel contents of the tank. The pipe 641 communicates with the lower cylinder 65 of the double pump A and this lower cylinder has an atmospheric connection 65.

Considering now the electrical connections of the various devices, 5% indicates a storage battery and the interrupter 39 and the electrical heating element 18 are in circuit with the battery through the medium of wires 25. The motor 50 is connected to the battery by wires 37 and tapped into one of said wires is a suitable switch 59 that may be foot actuated to close the circuit of the motor whereby this motor may be used for starting purposes. The generator 60 is connected by wires 60 to the storage battery 54. and an electro-magnet 32 and an armature 32 are included in the generator circuit.

The generator 60, by virtue of its shaft connection with the engine shaft 53, is constantly operated at full engine speed, when the engine is operated, and the double pump A is driven by the generator shaft so that the lower cylinder 65 will receive air at atmcspheric pressure and force the same, under compression, through the pipe 64 into the fuel tank 63, the air being impregnated by the gasolene or fuel within said tank. All charged air will pass through the pipe 62 to the lower end of the combined fuel heater and vaporizer 55 and upon entering this device in vaporized form it is heated by the electrical heating element 18 within said device. The heated fuel is drawn through the pipe 68 to the upper pump cylinder 62 and sent through the pipe 4, distributing valve 57 and pipes 2 to the multi cylinder combustion engine 1.

Included in the generator circuit is an electro-magnet 80, which when energized shifts the lever 71 against the action of its spring and disconnects the motor and engine. lVhen the generator 60 is operated by the engine 1 the battery 54 is charged and an overcharge of the battery is prevented by the electromagnet 32 which is energized to break the circuit to the battery 54. after the battery receives a predetermind amount of electricity. WVhen this battery charging circuit is broken. the electromagnet 80 is still in circuit with the generator to hold the clutch member 30 in an open position, until a cessation of the operation of the engine and consequently the generator.

In order that the apparatus may be utilized for starting the engine 1, the motor 50 is employed and by closing the switch 59 the motor shaft 29 imparts movement to the engine shaft 53, rotating the same at a reduced speed to that of the motor shaft. This is accomplished with the clutch 52 thrown in and this clutch is of that type to disengage or yield when the engine speed overruns that of the motor speed.

Since the motor shaft 29 is adapted for operating the auxiliary pump 56, this pump may be utilized for supplying the pipe 4: with an auxiliary supply of air or for the inflation of tires, cleaning of the upholstery and the like. The three-way valves 74: and 75 may be adjusted whereby the valve 7-l is open to the pipe 4 and the valve 75 open to the atmosphere, thus permitting of the pump 56 furnishing an auxiliary supply of air to the pipe 4. The valve may be open to the atmosphere and the valve 75 open to any conduit or connection thereto.

From the foregoing it will be noted that one advantage of the system is flexibility of the engine, the fuel supply thereof being positive under all engine speeds, as the suction of the engine pistons, as ordinarily arranged, is most efficient at high speeds and has no effect upon the fuel supply. As the fuel supply is the same at low speed as at high speed the engine is practically as eflicient at low speed as an engine of the expansion or steam type. This obviates the necessity of a change speed transmission mechanism necessary with engines of the conventional type. Furthermore the uncertain operation of the usual type of carbureter is avoided as the vaporizer and heater is not dependent upon en ine speed, thoroughly vaporizes the injected fuel and combines it with the indrawn heated air in such proportion that it is practically a fixed gas at the time it reaches the engine. and furthermore is subject to no irregularities of mixtures or of delivery. t single controlling switch starts and stops the engine while the throttle lover of the fuel vaporizer and heater regulates the engine speed.

Another feature is the adaptability of the system to motors already installed; the fuel may be injected into the manifold without the use of the distributing valve or may be introduced as desired without changing the motor in any manner, and without losing any of the effectiveness in operation.

Obviously, changes in the details of construction may be made without departing from the spirit of my invention and I do not care to limit myself to any particular form or arrangement of parts.

What I claim is 1. In an internal combustion engine, a starting and fuel providing system including means for spinning the engine, means for heating and forcing fuel into the en ine, means for connecting the spinning means operatively to the engine adapted to automatically disconnect the engine when the latter becomes self-operative as it completes its functions of compressing and firing the injected fuel and electrically operated controlling means for maintaining the spinning means normally inactive.

2. In an internal combustion engine, a starting and fuel supply system comprising means for spinning the engine, a generator shaft operated-by the engine, means for heating and forcing fuel positively'into the engine operated by the generator shaft, means for connecting the spinning means operatively with d e engine, adapted to release the engine when the latter becomes self-operative, and means for maintaining the connecting means normally out of gear.

3. In an internal combustion engine, a fuel feed system and starter comprising a motor for spinning the engine, fuel heating and forcing means operated indirectly by the motor operating means and adapted to positively force the fuel into the engine, means for connecting the motor to the engine adapted to automatically release the latter from the motor when the engine becomes self-operative, and controlling means adapted to throw the motor with the fuel heating and forcing means into operation.

4:. In an internal combustion engine, a fuel supply and controlling system comprising electrical means adapted to spin the engine, fuel heating and forcing means operated by the electrical means and adapted to positively feed fuel to the engine, and means for throwing the electrical means into action, the fuel supplying mechanism being operatively connected to the engine to supply the latter when it becomes self-operative.

5. The combination with an internal combustion engine, of a generator shaft adapted to be driven in synchronism with said engine, a generator operated by said shaft, a source of electrical energy produced by said generator, a motor in circuit with said source of electrical energy and adapted for starting said engine, a source of fuel, a pump operated. by said generator shaft and adapted for feeding fuel to said engine, means controlling the operation of said m0- tor, and electrical means controlling the :torage of electrical energy by said genera- 7. The combination with an internal com bustion engine, and a source of fuel, of stor-- agebatteriesadapted to. heat the fuel, a gen-- erator constantlydrivenv by saidlen 'ine for charging said storage batteries, electrical means adapted to prevent overcharging of said storage batteries, a motor adapted to be operated by saidistorage batteriesto start said engine, and electrical means energized as soon as said storage batteries are charged to automatically disconnect said motor and said engine.

8. The combination with an internal combustion engine, and a source of fuel, of storage batteries adapted to heat the fuel, a generator shaft constantly driven by said engine, a generator operated by said shaft for charging said storage-batteries, a pump operated by said generator shaft for forcing heated fuel to said engine, electrical means adapted to prevent the overcharging of said batteries, a motor adapted to be operated by said batteries to start said engine, and electrical means energized as soon as said batteries are. charged to: automatically disconnect said motor relative to said engine.

9. The combination: of an internal combustion. engine and a source of fuel, of an electric heater, for said fuel, storage batteries for said electrical heater, a generator shaftidriven by said engine, a gencratoroperated by said shaft for charging said storage hatteries, a pump operated by said gcnerator shaft and adapted to simultaneously supply air tosaid source of fuel to be impregnated by said fuel and to force heated fuel to said engine,.a motor adapted to be operated by said storage batteries to start said engine, and electrical means in circuit with said generator adapted to automatically disconnect said motor and saidengine.

In testimony whereof I allix my signature in presence of two witnesses.

v RICHARD l. HEEVITT. lVitnesses:

ANNA M. Donn, C. It, S'ricnxizr,

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, 1)e C. 

